Internal-combustion engine



2 iE-EE:

E. R. BURTNETT Filed July 1e INTERNAL COMBUSTION ENGINE linfa Patented Aug. 17, 1926.

Eviianfrr n. isuri'rnizrrvor Les ANGELES, y-fcfiiirnoairi MESNE Assreniunnrsgro THE aoroMo'riVEyvALvE Formia; .a` voLUnTAnY TRUST; '12

My invent INTERNALLCOMBUSTION ENGINE.

Application filed-111157116', 1924. y Seral'No. 726,321. v

ion relates ments ininte-rnal combu general type disclosed yinl U. S. patent application Se 5 filed INovember' 22, 1923,l

718,836 nied JuneY oui, waa-ui@ objects fof my inventionimprove upon and of the enginesdisclosed plicati'on-s; -land to provi two :stroke i cycle yinterna compression cylinders,

functioning to f pressed'gaseous of connected com the gaseousfuel inlet ports manifold on lone si and with the precompressed gaseous fuel traiisferducts from'the pumping cylinders tothe co other'side of said cy oved arrangement lifying the manufacture, as-y s ofthe engine, and itsasports and inder block in greatly simp sembly and repair 'sociatedparts,Y and provides a struc t, strong and rugged,l

is very compac being 'readily accessible `My impr parts f "of- :the

in the` i event of V'adj us supplyi mbust enfgirie combustion I engine i' of:

struction;l i

is a vertical section taken onf'the Figure f 2 line 2-2 'fof 'Figure 1 5' Figure-3 is a i'ero-ssj sec line `554-3 of'Figurefl;

Figure 4 is any elev ationalivi'ew of the'cams thaty factuate the gaseous into thefprec ing dra-wings,A the walls of w municating chamber cooling fluid 'medium m lsaid block s ,4 eener 1 Referring impression by numeral urinou'nts fan; upper cran Formed f "n simpli deva multi-cylinder,

gine having two or -inor chargesl of precomfuel tofthe` members of a bustionY chambersl Vwith linder block.

tments or" repairs being reina'fter moreL K vand illustrated inthe drawings,- in which@ 1 10 designates acylinder lblock, hich Vvare provided with come s 11 through "whichv a ay be circulated,' and to certain improve-. v stion engines: ofthe -my 'copending rial- No. 676,2805 and Serial No. principal beingY to :generally fyi the construction iny aforesaid apl combustion ene gaseous 4v.fuel pre each of the latter to 16, inclusive.`

plir

and the exhaust de ofthe cylion cylinders on .the

s Yare effective ture' that i the AlTEfNTf; @Fri/cs.

chambersflA and 14,the axes of which are p'arallelyand formed in vsaid block between the chamber 13 and the'adjacent end ofsaid block is a pair of combustion -chambersl and 16, the axes of which are parallel with each other and with the axes of-chambers,13 .and 14.- Formed in the block between cham-- -Y 'ber 14 and the adjacent end of said block isy aipair :of combustion. chambers .17 rand 18, 'the axes of which .are parallel v.with `each. other and with the axes of thechambersl side 1 of-l the central portion of *block*y 1,9 are arrangement-of pression chambers "fully f upper end of 1 ythat isfa'rrange blockgsan I f iinunicates w are formed in the Vw fviewof .an internal my' improved' vcontion` talken f on: the

fuel inlet` valves cylindersl s to the accompany-i end of-'an k A.case

the centralportion-1. Crank case mein wthroughjthe side wall o f lchamberf24 is gaseousl portf26,' the saine-Eco aiiincl g shallow recesses or chambers 2&and 2 5ithat communicate, respectively, Vwith the i precoin' A, nssrenoia', BY manor Ann .1, s coforros AnenLEs-cALi-f 'r 'i f .1' Secured iniposition on-itop of block 10 is ahead-block or plate 19 having a chamber V2O through which may be circulated a fluid,Y wcoolingimedium, andforined in Ygthe under. -side of this block adjacent to its ends-are shallow chambers 21 and 22.' Chamber21 vconnects and serves asa common clearance I. 3. compression fand r`combustion chamber-f for Y.: `the combustion chambers 15.` and' 16,1andin 75'` like manner chamberL22 connects and serves z as a' :common J clearance .compression and combustion chamber forfchambers 17and 18.'I Seated in head blockf20 .and preferablygz, yat points 'above thecombustioircylindersfl and 16faresparlr plugs 23a-the terminals-,ofv the electrodes vof which project into the. chambers-2l and 22.- Formed'dn the underefv-lmmunicating wit-h the ined j transfer d uct 27 d on the side ofthe cylinder d the loQwer .end of this ductvcom- Y ith transferinletports y2 8 thatA -i all of yblock 10 and which 'intermediate portion 1 `cfommi'inic-ate with the of combustionchambery 17. Leading through the Isi 19 from 'chamba-25 is -a gaseous fuel outlet vport 29. thatfcommunicates with the upper inclined-transfer duct 30,v the lower i 'ie-nd of theflattericommunicating with transfer inlet 'piortsfl'thatare 'formed inthe wall -of block `lil-andr which' communicate with` the intermediate portion of combus- ,tionchamber=r15..

fuel transfer'outlet 12 l is provided. with.v

de walljof 'block A.

ioro

latter having four throws or cranks 34, 35, 36 and 37. Cranks 34 and 35, which are located at the center of the crank shaft, are

disposed diametrically opposite to each other, or 18()O apart, and crank 34 is disposed beneath chamber 13, and crank 35 is disposed beneath chamber 14. Crank 36, which is of sufiicient length to accommodate two connecting rods, is arranged beneath the combustion chambers 15 and 16, and it occupies the same radial plane with crank 34. Crank 37, which is of suiiicient length to accommodate two connecting rods, is located beneath chambers 17 and 18 and as it occupies the same radial plane with crank 35, it is arranged 180O from, or diainetrically opposite to, crank 36.

Pistons 38 and 39 are arranged, respec-V tively, within pumping chambers 13 and 14, and said pistons are connected, respectively, to cranks 34 and 35 by suitable connecting rods 40. Pistons 41, that are arranged for operation in combustion cylinders 15 and 16, are connected to crank 36 by suitable con- P necting rods 42, and in a similar manner pistons 43 within combustion chambers 17 and 18 are connected to crank 37 by connecting rods 44.

Formed through the wall of block 10 and on the opposite side from the transfer ducts 27 and 3() and the ports at the ends of said ducts and leading from the chambers 16 and 18 are exhaust ports 45, the outer ends of which communicate with an exhaust manifold 46 that is located on the corresponding side of the cylinder block. These exhaust ports are located in the same plane with the gaseous fuel inlet ports 28 an'd 31, and both sets of ports are so located that they are wholly uncovered only when the pistons in the respective chambers are at the outer or lower end of their travel.

Formed through the side wall of head 19 and directly opposite to the transfer outlet ports 26 and 29 are gaseous fuel inlet ports 47, the same communicating with the chambers 24 and 25, and communicating with the outer ends of these inlet ports is a gaseous fuel inlet manifold 48 that is connected to a suitable source of gaseous fuel supply, preferably a curbureter, such as 49. rlhe air for this carbureter is taken through a pipe 50 from a heater... or stove 51, which latter partially surrounds the adjacent exhaust manifold 46.

The How of gaseous fuel through the manifold to the respective inlet ports 47 is controlled by pairs of valves such as 52 that are adapted Ato normally rest on suitably formed seats withinV the manifold, said valves being normally closed by springs 53 that are associatedwith their stems, and said valves being actuated by cams 54 that are located upon a cam shaft 55. This cani shaft is actuated at the same speed as crank shaft 33 and it is preferably driven by suitable gearing directly from said crank shaft.

In the operation of my improved engine,

the gaseous fuel from carbureter 49 passes Y charge is drawn into one precompression' chamber on the outward stroke of the piston therein, the piston in the other chamber is moving inwardly to precompress a gaseous fuel charge that is admitted to the corresponding pair of combustion chambers when the pistons therein reach the outer ends of their strokes so as to uncover the corresponding gaseous fuel transfer inlet ports. For instance, when pumping piston 38 reaches the inner end of its stroke, as illustrated in Figure 2, the pistons 43 in the combustion chambers 17 and 18 reach the outer ends of their travel, thereby uncovering transfer ports 28 and the precompressed fuel charge passes from chamber 24, through duct 27, through inlet ports 28, into and upwardly through chamber 17, through common clearance chamber 22, and thence downwardly through combustion clialnber 18, and in sodoing the products of combustion from the previously ignited charge will be forced out through the exhaust ports that lead from chamber 18 and said exhaust products of combustion thus find exit through exhaust manifold 46.

As pistons 43 move inward, the exhaust port leading from chamber 18 and the transfer ports 28 are covered and closed, and the charge of gaseous fuel admitted to the chambers 17 and 18 will be compressed in common clearance chamber 22, and at the point of highest compression, or as the pistons pass their high centers, the compressed gaseous fuel charge is ignited by a spark produced between the terminals of the electrodes of the correspondingplug 23, and the expansion following combustion of the compressed fuel charge will be directed against the heads of the pistons 43 to drive the same downward on their power stroke. In a simi-V lar manner, pumping piston 39 precompresses gaseous fuel charges and forces Vthe same through duct 20 and transfer inlet ports 31 into the combustion chambers 15 and 16.

Thus it will be seen that I have provided a two stroke cycle internal combustion engine that involves two co-operating power units, keach comprising three cylinders, two of which function as combustion cylinders and the other functioning asl a gaseousfuel pumping or precompression cylinder, and the pair ofA precompression cylinders being arranged between and in line with the pairs iso of combustion cylinders. Further, in my improved engine, the gaseous fuel inlet ports and control valves for the precompression cylinders and the exhaust ports and the eX- haust manifold are all located on one side of the cylinder block, and the precompressed gaseous fuel transfer ducts and the transfer ports are located on the opposite side of the cylinder block. l

rIhis arrangement greatly simplifies manufacture and assembly of the engine, and in addition renders the externally arranged parts readily accessible in the event of adjustments orv repairs being made.

Obviously the construction of my improved engine as herein shown and described may be varied in certain details without departing from the spirit of the invention, the scope of which is set forth in the appended claims.

I claim as my invention:

l. In a two stroke cycle internal combustion engine, a series of six cylinders arranged in row, the two center cylinders functioning as gaseous fuel precompression cylinders which cylinders are provided at their head ends with laterally extending compression clearance chambers, valve controlled ports on one side of the engine for controlling the admission of gaseous fuel to the corresponding ends of the laterally disposed compression clearance chambers, ex haust ports leading from certain of the combustion cylinders, an exhaust manifold on the same side of the row of cylinders with the gaseous fuel inlet ducts, and precompressed gaseous fuel ducts arranged between the opposite ends of said laterally disposed compression clearance chambers and certain of the combustion cylinders and located on the opposite side of the row of engine cylinders.

2. In a two stroker cycle internal ycombustion engine, a series of six cylinders arranged in row, the two center cylinders functioning as pumping cylinders, the two pairs of end cylinders functioning as combustion cylinders the head ends of said pumping cylinders being provided with laterally extending compression clearance chambers, transfer chiots arranged on one side ofthe row of cylinders and leading from the corresponding ends of the laterally disposed compression clearance chambers of the pumping' cylinders to the :intermediatev portions of certain of the combustion cylinders, valve controlled ducts and ports arranged on the opposite side of the row of cylinders for admitting gaseous fuel charges to the corresponding ends of said laterally disposed common compression clearance chambers, certain of the combustion cylinders being provided on the same side with the gaseous fuel admission means with exhaust ports, an exhaust manifold to which said ports are connected, pistons arranged for operation within all of the cylinders, and a crank shaft to which said pistons are connected.

In testimony whereof I affix my signature.

nvnanrr R. BURTNETT.

soV 

